Internal-combustion engine



Feb. 17.1925.

1,526,930 c. F. RANDALL INTERNAL COMBUSTION ENGINE Filepl Feb. 14 1921 I 4 Sheets-Shed; 1' Q o Q Q & i Q N I N N M cu 2 H E F 2 T \V \\k \\\\j 'INVENTOR.

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ATTORNEY-5.

' Ffeb. 17. 1925.

- 1,526 ;930 c. F. RANDALL INTERNAL COMBUSTION ENGINE Filed Feb. 14, 1921 4 Sheets-Sheet 2 INV TOR.

62 /70 NDIZZ ATTORNEY5.

Feb. 17. 1925.

v 1,526,930 C. F. RANDALL INTERNAL comsus'rron ENGINE Filed Feb. 14, 1921 4 Sheets-Sheet 3 x \m g n J I \Y INVENTOR.

ATTORNEYS.

4 Sheets-Sheet 4 Feb. 17. 1925.. r

c. F. RANDALL INTERNAL COIYIBUSTIDN ENGINE Filed Feb. 14. '1921 m M #3 M fl 5 6, ad 3 v3 vN m3 w MW m. wEl.

Patented Feb. 17, 1925.

1,526,930 UNITED; STATES" QF F CEt CLINTON F. RANDALL, 0F ANDERSON, INDIANA, ASSIGNOR T0 ANDERSON INTERNAL-COMBUSTION ENGINE.

Application filed February 14, 1921. Serial No. 444,824.

To all whom it may concern Be itknown that I, Cnlnron F. RAnnAnn, a citizenpf the,Unite(l Sta.tes,.a ncl a resident ofAndersoln, county of Madison, and

State of Indiana, have invented a certain new, and useful Internal-Co1nbustion EngiIle; and I do, hereby declare that the fol lowin is a full clear and exactdeseri tion thereof, reference being ,had to the accomapanying drawings, in. which 1 like numerals refer, to like parts.

l.h1s 1nvent1on relates to internal combustion engines of the semi-Diesel type wherein the fuel is ignited by auxiliary uneans when thecngine is started and is.

self-ignited during normal running operations, said fuel being admitted under rela tiye 10W, compression pressure, whereas the Diesel typecf engine admits fuel under com- :pression pressures of several hundreds pounds per square inch.

The chief. object of this invention is to provide an internal. combustion engine of the character described with improved fuel supplying means, which means is adapted to ,gine of the character described with a mov able fuel supply nozzle.

Another feature of. the invention consists in the details of construction of the unitary fuel supplying nozzle, and its support upon an internal combustion cngin e.

The full nature ofthis invention willbe understood from the accompanying drawings and the following description and claims.

In thedrawings Fig. 1 is a central sectional view of the cylinder head, combus tion chamber and fuel supplying-nozzle and igniting means embodying the features of the invention. Fig. 2 a substanti ally simi- ,lar viewbut is taken at right angles to the viewshown in Fig 1 and on line there;..

positioned fuel. supplying noz zlq', l ig".. 3

.isq an enlarged central 1, sectional view of, the fuel, supply ngmeans and is taken on the line2f2 of Fig. ,1. Fig.4 is a ,vertical sec; tional view ofa modified form of. the inven tion :l e rein termed the vertical type I to I dis tinguish the same from. the horizontal type. shown in Figs l to 3 inclusive, F 5 is a transversesectional view taken on the line 5+5 of. Fig, ,4. Fig. 6 is an enlarged central sectional view ofthe fuel. supplying shownin .Fig. A: Fig. is an enlargedsee, tional View of'the nozzle, embodying the inand is substantially similar to Fig 3. i

In internal combustion engines, :of .the Diesel and semi-Diesel type the fuel used maybe a solid or a liquid,sucl1 as powdered coal, crude oil or other suitable material, or, a combination of both. The fuel is usually. suppliedunder pressure to the, engine .cyl; inder and is ignitedtherein by the heatgen erated by the compression of the fresh I v mummy & MACHINE COMPANY, on ANDERSON, INDIANA, AeonPonairmn.

Daz e of. Figsl 1 and 2 illustiateahorizontally vention and :a modified mounting therefor chargevef air together with the heat retained in the walls of the eylinder and the piston. from previous explosions, Thus, the im; plnging of the fuel upon the piston head or.

somemother heated surface of they engine" serves to ignite the. fuel .charge which causes I the generation of gas, the combust on and,v

expansion of which in turn moves thepiston to develop power.. In the straight Diesel,

type-of engine the fuel has been supplied under high pressures such iihat the dis. charge of the fuel into the compressed air instantaneously ignites the fuel. Inengines of. the semi-Diesel type lower pressures are used and as a result auxiliary igniting means are provided whichvare usedin start-., ing the engine I-Ieretofore it has been customary to providean opening in an enginecyIindero-f' the send- Diesel type and secure. an auxiliary combustion chamber adjacent said opening,

which chamber communicates throughltlie opening @with the cylinder. means, or ignition means is provided in, the auxiliary heating chamber and suitable; fuel supplying means is also positioned therein. In the prior art; it has been customary to provide deflecting means for .deflecti'ng the discharging fuel,into a plurality of ;pos itrons so thatinstarting the fuel will im;

Suitable firing Cir pinge upon the auxiliary ignition means in the chamber, be ignited and start the engine. After the engine has run for a short time and the cylinder walls and piston have become heated the deflecting means is moved into position such that the discharging fuel will impinge upon either a portion of the cylinder adjacent the opening or will impinge directly upon the piston. The heat of the piston or cylinder will ignite the fuel and cause the engine to runand generate power in the usual manner.

In the construction hereinbei ore described the deflecting means associated with the fuel discharging means, after some use, sometimes becomes detached from its support and his usually interferes with the operation of the engine. Also when separate deflecting means is associated with the fuel nozzle, unskilled attendants have failed to move the deflecting means from the starting position to the running position as hereinbefore described, which has resulted in a decrease ol power generated by the engine. This invention, therefore, seeks to provide means which obviates these objections and which provides a unitary fuel supplying construction of simple and economical construction.

In Figs. 1, 2 and 3 of the drawings 10 indicates the usual water jacketed cylinder, 11 the piston therein provided with an irregular piston head 111. The cylinder is closed by a water jacketed head 110 which head is complementarily formed to receive the irregular shaped piston head with a minimum clearance volume therebetween when the piston head is in its extreme position. The cylinder head 110 is provided vith a neck having a restricted opening 12 therethrough which communicates with the engine cylinder 10 and also with a chamber which is herein termed the auxiliary combustion chamber 13. The chamber 13 is formed by means or a water jacketed head or cover 1% associated with the cylinder head 110. The auxiliary combustion chamber 13 is elongated but somewhat spherical in shape, and a portion thereof is not water jacketed, thereby providing a heated portion of the walls of the cylinder construction. In the non-jacketed portion of the cylinder head there is positioned suitable auxiliary firing or ignition means, while adjacent thereto is positioned a fuel discharging or supplying nozzle which dis charges through the recess or cavity 15 in the head or cover 14. Said head or cover and cylinder head are suitably secured together and to the engine cylinder in any desired manner.

In Figs. 1 and 2 a plurality of auxiliary ignition devices is illustrated. The left hand ignition device 16 see Fig. 1, is hollow and has a threaded connection 17 with the non-jacketed portion of the cylinder head. From said figure it will be noted that the auxiliary firing pin or plug has a portion exposedly positioned, and in the present invention any suitable means may be provided to heat said firing plug such that when fuel impinges thereon the latter will become ignited. Such suitable means may be electrical heating means or may be suitable torch means, such a plumbers torch or welding torch. In order to convey the heat from the external heating means hereinbefore suggested to the hot spot within the auxiliary combustion chamber, said plug, as stated, is hollowed out. For the same reason that the hollow plug is better adapted to convey heat from the exterior of the combustion chamber to the inner surface there of, it will be readily understood that said plug is also adapted, when the external heating means is ren'ioved, to convey heat from the interior of the chamber to the outside. Thus, it it were desired to run the engine at light loads or under no load, the auxiliary ignition plug 16 would be relatively cool compared with the adjacent portion of the auxiliary combustion chamber. Since under normal running operation the fuel impinges upon the piston by passing through the restricted opening 12, suificient heat will be generated therein to ignite said fuel, as

before described, and said heat will also be retained by another auxiliary ignition device such as the plug 16, which preferably is solid in construction and provided with a beveled race 19. This plug also is positioned in the non-jacketed portion of the cylinder head 10 and is oi such material that it will retain the heat and be of relatively low heat conducting quality. Therefore, under light loads or no loads when the heat generated by the engine decreases and the walls of the cylinder and the piston cool down, the auxiliary plug 18 will still remain heated and, therefor if the iiuel impinges thereon positive ignition of the fuel is pr vided. It will be understood from the fore-going that. as illustrated, the ignition plug 16 will be relatively cooler than the surrounding supporting chamber wall and, therefore, it fuel were to impin e upon said plug under light or no load conditions the same would condense thereon and "tail to ignite or else improperly ignite. Thus, a plurality of firing plugs are provided for the reasons indicated. However, it is contemplated that a firing plug which is a modification ot the firing plugs 18 and 16 may also be used, and when so used said single plug may be constructed as a solid plug in which may be positioned an enclosed electrical heating element. Thus, in starting said enclosed electrical heating element could be energized to start the engine in the usual manner. After said engine has acquired the normal running op- Ma issa eration, said heating device canbe de-energized andthe firing plug heated in the man ner hereinbefore described with reference to the auxiliery plug 18. However, the plural plug construction is but one featureof theforegoing invention andthe single combination plug as indicated herein is another feature not. claimed in this. application, since in manyinstances electrical, energy would not, be awailable where an engine of the character indicated is .used

The chief feature of the invention consists in the fuel supplying nozzle beingrelatively movablein the head cover 14 so that the fuel. stream will be. impingeableupon either of; the firingplugsshown or upon the piston. for, the desired operating. conditions, such as starting, runnin gand no load or light load; -Bef or:e proceeding.to a detailed description, of the movably mounted fuel discharging nozzleit will be noted from Fig. Qthat thehead lidsproviderl witha suitable openingQO and, communicating with said opening in the present instance isa duct or passage. 21 which isadapted tobe connected a pressure supplying fuelconduit 22-.

Said connection consists of a nipple 23 and T-iitting .24.. The other :branch of. the T isconnected to a petcockor relief. valve 25 which is positioned at the highest point in point opening ,the valve and allowing the air to dischargeuntil nothingbut oil starts to flow from said. valve. Thus, the line may be ,easily bled and relievedfrom air bubbles et cetera.

Reference .willnow. be had particularly to Fig. 3and in said figure a shank 30 of a unitary fuel supplying nozzle is illustrated. The shank 30 is centrally recessed at 81 and the exterior, end of. said recess is threaded at 32. Adjacent the head of the recess is a of the shank 30.1 The annular channel 34 is adapted toregisterwith the duct 21' and thus supply fuel from the duct to the chamber or opening 31. The threaded end. 32 of the shank 30 is adapted to receivea valve sup porting guide .35 which is centrally aper-Y The central apertureis en:

tured at 36. larged at 37 andis. provided with a tapering positioned therein is a plug or cap 39 having a central channel lOwhich, however, terminates short of, the end thereof. Extending angularly of said central channel l0 and, preferably in this modification, at right angles theretolis another chaiinel ll having a. restricted orifice 42therein. The cap or h pl ig 39, asshown in Fig. 3, is seatable inthe free endin the chamber or recess. 31 is se cured a washer 16 by means of a pin 4.7. lietween the washer 46, and the giuide is a light spring 48 which serves to seat the valve 45 onthe seat138 when the pressure in the auxiliary chamber 13 equals that of the fluid supplying pressure in the conduit23.

Themeans for supporting the unitary nozzle hereinbefore described includes the opening or channel 20 in the cover portion 1a and astufling box comprisinga cap 50, and packing 51, saidcapbeing suitably cured to said cover ls. The unitary valve shank 3O is provided with an outwardly ex tending portion 53 to; which is secured a suitable handle means 54, preferal'ily in the form of alever. Saidhandlemeans is providedwitha socket 55 and in saidsocket is a tooth or detent 56, the outward movement thereof being limited bya head, portion 156, said movement being caused by. a spring 5'1 retained in said socket by means of a cap 58, Preferably integral withthe cap 50, is anarcuate; ridge 59 provided with a series of radial notches or grooves 60 into whichthe detent 5O is seatable, to yieldingly maintain bet-ween the construction shown in Figs. ,4 to

Ginclusive and that shown inFigs. 1' to S, consist in the positioning of the plural firing plugs adjacent each other and positioning the nozzle in angular relation to the per-- pendicular and horizontal with the following additional changes. The relief valve 25, see Fig. 2, associated with the conduit. 22in said gfigure is herein shown directly connected With the unitary nozzle. While the seat 38 thcrebetween, The opposite end of; thevalve guide 35 is interiorly threaded and.

other change consists in the channels 40 and 41 term nating in the orifice 42,.as shown in.

c Fig, 3 extending. angularly of the cap or unitary nozzle is associated with the two auxiliary ignition devices 116 and 118 positioned as shown in Figs. 4 and 5. This is possible by the substitution of the tip or cap 139 provided with the channel 140 and orifice 142. The channel 140 extends angularly of the central channel or axis of the nozzle, and terminates in the orifice 142 communicating therewith, which is adapted to be centrally positioned with the vertical axis of the engine cylinder in one position. Similarly the duct 121 and the head 114 is an 'ularly positioned, as is also the supplying conduit 123. instead of the relief valve 25 being associated with the conduit 23, in the present instance the relief valve 125 is associated with the conduit 123 through the fuel supplyin nozzle by said nozzle having a centraLchannel 150 therein which communicates with the pet cock or relief valve 125, since this is the highest point of the fuel supplying system included in the engine. While the invention has been described with relation to two types of vertical cylinders the same may be readily adapted to engine cylinders positioned at other angles or horizontally, the necessary changes being the po sitioning of the unitary fuel supplying nozzle at the requisite angle and the positioning of the discharge orifice in the top at the requisite angle.

In the modification illustrated in Fig. 7, the generic features of the invention are retained, yet the particular mounting of the valve and the detailed construction of the valve are somewhat modified. In Fig. 7 it will be noted that the shank 230 is provided with the central chamber 231 and communicating therewith is a central channel 250. However, in the present instance instead of the fuel being supplied to the central chamber 231 by an annular channel adjacent thereto and a duct communicating with said channel, the fuel is supplied through the central channel or passage 25-). As shown clearly in Figs. 4, 6 and 7 the shank portion 230 is provided with a tapered forward portion or face 220 and the opening 20 in the closure member 14 is similarly provided with a complementary tapered seat.

The nozzle is substantially similar to that hereinbefore described but differs therefrom as follows. Upon the forward end of the shank 230 is provided a chamber 231 which is an enlargement of the central channel 250 and the outer portion of said enlargement 231 is threaded to receive the threaded portion of a tip 339. The tip 339 is provided with an angular channel 340 which communicates with a discharge orifice 342. Said channel 340 is provided with an outlet 341 which communicates with the chamber 231. It will be noted from Fig. 7 that the cutaway portion or channel 341 is at the high est point of the nozzle construction and,

therefore, air which is present in the oil and fuel supplied will collect at this point and will be discharged into the cylinder of the engine. It is to be here noted that the inner nozzle is slightly inclined to the horizontal and is rotatable about said inclined axis.

The check valve means, in the present modification, comprises a head portion 344 and an elongated stem portion 343 with an intermediate tapered face 345 seated upon a similar indicated face on the shank 230. The stem 343 is of less cross sectional area than the central channel 250 and, therefore, fuel will pass through said channel along said stem. The outer end of the channel 250 in the free end 253 of the shank is enlarged at 349 and the faces of said enlargement constitutes a seat for one end of the coil spring 343 concentric with and carried by the valve stem 343. The other end of said spring is adjustably secured upon said valve stem by means of the adjusting cap 346 and the securing pin 347.

The closure member is closed by a bonnet, plate or cap 249 which is provided with a pilot flange 248, seatable in an enlargement of the opening 20 in the closure member 14. The cap or bonnet 249 is suitably secured to the closure member, as by means of the bolts 247. The bonnet 249 is provided with an overhanging arm 246 which forms a bearing 245 in alignment with the opening 20, when said bonnet is associated with the closure member. A set screw 244, having a threaded exterior, is supported in the bearing 245, said bearing being also threaded. The set screw 244 and the free end 253 of the shank 230 are provided with complementary tapered rounded seats herein indicated by the numeral 243, and said coinplementary seats engage each other when the set screw is threaded into the opening of the bearing 245 and, therefore, forms a fluid tight joint between said set screw and the shank. Thus, a fluid tight joint will be provided between the several bearing sur faces such that the nozzle will be supported in the closure member in an improved manner.

In the present modification the set screw 244 is provided with a central channel 01' passage 242, which central channel or passage is adapted to register with the central channel 250 in the handle engageablc portion 253 of the shank 230. A suitable lock nut 241 rigidly secures said set screw in the adjusted position, while upon the other end of said set screw 244 there is associated the usual union construction 246 which is connected with the fluid supplying conduit 22. Thus, fluid may be supplied through the end of the nozzle and longitudinally thereof instead of angular-1y thereof as hereinbefore illustrated. It will be here noted that the channel 242 is enlarged to receive the cap 346 and valve stem 343.

While any suitable handle means may be associated With the shank 253 to rotate or move said nozzle into one of the several positions, the following is provided. A split collar 239 is adapted to be received upon the shank 253 and be secured thereto in nonrotatable relation by means of the pin 238 which looks said collar to said shank so that rotational movement of the collar Will rotate the shank. The collar is provided with a handle extension 254, whereby the same may bereadily grasped by the operator to rotate said collar and, therefore, the shank. Suitable means is provided Whereby the handle, or rather the tip, and nozzle Will be limited in movement, and herein is illustrated by a stop pin 255.

While the invention has been described in great detail and some modifications of the generic idea have been disclosed herein or suggested, it Will be understood that these modifications, as Well as others Which Will readily suggest themselves to those skilled in the art, are all considered to be Within the broad purview of this invention. As for instance, a yoke supported on tWo studs and maintained in fluid-tight relation With the nozzle at 243 (Fig. 7) by means of tWo nuts could be substituted for the bracket 249 and still be Within the limits of this invention. The foregoing specifications are to be considered illustrative rather than restrictive in character.

The invention claimed is:

1. In an internal combustion engine l1aving a cylinder and a piston therein, a fuel supplying nozzle tip, an auxiliary chamber communicating with the engine cylinder, and a plurality of auxiliary ignition devices in said chamber, said nozzle tip being movable into position to direct the fuel discharged therefrom upon said auxiliary ignition devices or said piston.

2. In an internal combustion engine having a piston and cylinder provided with an opening therein, the combination of closure means for said opening having an auxiliary firing chamber therein communicating with said cylinder through said opening, a fuel supplying tip in said closure means for discharging fuel into said chamber, and a plurality of auxiliary fuel ignition means in said chamber, said tip being movable to diroot the discharging fuel upon said auxiliary fuel ignition means or upon said piston.

In Witness whereof, I have hereunto affixed my signature.

CLINTON F. RANDALL. 

